EP2139752B1 - Belt drive with kidney-shaped traction means - Google Patents

Description

1. a) zwischen der Eingangswelle und der Ausgangswelle befinden sich Getriebeübersetzungen mit Getrieberädern, die Zugmittelgetriebe ausgeführt sind,
2. b) alle Getrieberäder befinden sich während des Betriebs ständig in Rotation,
3. c) die zwischen der Eingangswelle und der Ausgangswelle befindlichen Getriebeübersetzungen sind als Zugmittelgetriebe mit Zahnriemen als Zugmittel und mit Zahnriemenscheiben als Getrieberäder ausgeführt,
4. d) die Zugmittel sind durch Aramid, Kevlar, Kohlfaser oder andere Faserwerkstoffe verstärkt.

The invention relates to a traction mechanism for vehicles or for use in propulsion technology with a mounted on a frame input shaft and output shaft, wherein the input shaft and the output shaft are led out of the frame, with the following features:

1. a) between the input shaft and the output shaft are gear ratios with gears, the traction drives are running,
2. b) all gears are constantly in rotation during operation,
3. c) the gear ratios located between the input shaft and the output shaft are designed as traction drives with toothed belts as traction means and with toothed belt pulleys as gears,
4. d) the traction means are reinforced by aramid, kevlar, carbon fiber or other fiber materials.

State of the art

Switchable transmissions have become indispensable in the field of motorized vehicles for the past 100 years. They are also used in drive technology on numerous machines. Very often, these are gearbox designs that work with the help of gears as a spur gear or epicyclic gear (planetary gear). However, the production technology of this transmission is usually very complicated and expensive. Since these power-transmitting transmission components are usually made of steel, the weight is currently always in the focus of criticism and is to be regarded as a disadvantage. For example, lighter transmissions would Lower energy consumption. The novelty to be described below can be used in all imaginable product branches and, especially with regard to the low weight, is excellently suitable for use in vehicles, since fiber-reinforced plastics are used as force-transmitting components. By way of example, land vehicles, aircraft and watercraft can be seen, which can be equipped with internal combustion engines, electric motors or other units. Also, a use in vehicles is conceivable, which are powered by muscle power. To ensure easy propulsion, the vehicles must be exceptionally light. The functional description of the transmission should be made for this reason, for example, on a bicycle.

In the past forty years, the chain drive has prevailed with bicycles with a shift option on the rear axle. For this purpose, a rotatable bottom bracket with one or more chainrings is mounted on the frame, which forms the main component of the bicycle with all its mounting points for the front fork, the seat post and the rear wheel. On the hub of the rear wheel is a cassette consisting of up to ten different sized pinions. At a dropout, which is located directly on the rear axle, a derailleur is mounted, whose task is to guide the chain on the pinions of the cassette and to enable switching operations. By a mounted on the seat tube front derailleur can be changed at the bottom bracket between the various chainrings.

The possibility of shifting allows the driver to adapt the translation of his drive to the respective driving situation. Bicycles with a shifting system as described above are generally referred to as derailleur bicycles.

Since, in a wheel with derailleur, the components are externally mounted on the frame by design, they are particularly strong environmental influences exposed. So dirt and water come unhindered to rear derailleur, chain, cassette and other components. As a result, the initially very good efficiency of a derailleur drastically decreases, so that a considerable part of the force must be expended to overcome the resistances within the circuit. To ensure this function it is necessary that the components of the derailleur are regularly maintained; this includes the cleaning and greasing of the components as well as the meticulous adjustment. This can easily change, for example, in falls or contact with objects (stones, branches, etc.). Since even the most intensive maintenance always leaves the smallest particles of dirt in the circuit, and especially in the bearings, some parts have to be replaced regularly. Especially the wear-prone parts, such as chainrings and chain, require an annual change, which in turn are associated with additional costs.
The shifting in the derailleur is only possible with rotating pinions, otherwise the chain can not be overturned. Therefore, it is to be seen as a further disadvantage that is impossible by the structural design switching in the state. Furthermore, components may be damaged or torn off the frame in the event of a fall or contact with stones or branches. The circumstances mentioned are to be seen as a disadvantage of the derailleur.

As an alternative to the "derailleur" so-called "hub gear" was developed in which the switching operations take place in a transmission in the rear hub. The parts required in the derailleur rear derailleur, derailleur and cassette thus fall away. Such bicycles are generally called bicycles with hub gears. A hub circuit thus avoids the disadvantages of a derailleur. However, the gearbox integrated in the rear hub increases the weight of the rear wheel. Especially with so-called mountain bikes, which are moved in the railing, makes an increase in the mass of the rear wheel very noticeable. This is especially true for those with rear suspension. For the handling of a sprung wheel For example, the ratio of sprung to unsprung mass is crucial. The larger the unsprung mass in relation to the sprung mass, the more critical is the handling of the wheel. Impacts caused by bumps in the road can not be optimally intercepted by the chassis if the unsprung mass (heavy rear wheel) is high.

In a known bicycle (see. DE 103 39 207 ) the transmission is inside the bicycle frame. The bottom bracket shell of the classic bicycle frame falls away and is replaced by the gearbox housing. This is a common housing for gearbox and bottom bracket. Similar to bicycles with gear hub, the force in gear wheels is transmitted via a chain or a toothed belt to the rear wheel. The chain and the rear hub have no switching function in this system. So you can build the rear hub very easily, which has a more powerful rear suspension. In addition, the center of gravity is located in the middle of the wheel, directly under the driver. Agile and controlled driving is the result. Furthermore, the so-called "platform strategy" can be used with the aid of the integrated transmission. Whereas it was customary in bicycle construction to initially build a frame and subsequently retrofit it with its components, it is now possible for the first time to use the platform strategy from the automotive industry in bicycle production with the concept of the integrated transmission. In the gear housing as a platform components such as circuit, suspension, the entire power transmission, but also brakes, dynamo and lighting are firmly attached. The customer-specific parts which complete the bicycle according to customer or manufacturer's request are then mounted on the transmission thus equipped. The gearbox after DE 103 39 207 consists of a planetary gear and a prime mover. The primary drive is necessary because the planetary gear developed for use in a gear hub does not withstand the high torque acting in the bottom bracket. The planetary gear is brought by the primary drive to a higher speed to withstand the forces acting. By However, this design decreases the efficiency of the drive. This is to be seen as a disadvantage compared to the invention. Likewise, similar transmissions are for example US 5,553,510 . US 4,955,247 . US 5,924,950 . DE 20 201 787 U1 . WO 2006/039880 A1 . US 2004/0067804 A1 and US 2004/0066017 A1 known. Their structure is usually very difficult and complex. The invention provides a lightweight and simply built solution for the cited type of transmission. All of these transmissions produce different ratios between two parallel shafts. In this case, one of the shafts is usually the drive shaft and another shaft is the output shaft. The drive shaft is also referred to below as the input shaft. The output shaft is also referred to below as the output shaft. If in the following only the term wave is used, then the input or the output wave is meant.

The invention thus improves multiple transmission with input shaft and output shaft, wherein the input shaft is configured to receive the input torque and the output shaft is usually led out of the transmission housing and is configured at this end for forwarding the torque to the wheels of the vehicle. In the housing, for example, Zugmittelräder are mounted in parallel on the input shaft and the output shaft and connected in pairs with traction means. With the help of a shift control the Zugmittelräder can be coupled to the output shaft. The vehicle may be, for example, a bicycle, where the input shaft for receiving cranks is designed there and guided out with its two ends from the transmission housing. The output shaft has at its end a pinion for transmitting torque to the rear wheel. Likewise, the vehicle may be a motorcycle in which the transmission is advantageously located behind the crankcase. The input shaft is suitably connected to the crankshaft. The output shaft transmits the torque through another machine element (eg chain, timing belt, cardan) to the rear wheel. The use in a motor vehicle is also conceivable in an advantageous manner.

Such a traction mechanism is for example from the US 4,158,316 known. In this gear several sprockets with different diameters are rotatably mounted on the axle. Through a coupling, the sprockets can be rotatably connected to the shaft and thus transmit a torque. The disadvantage of this invention is on the one hand in the high weight, in particular by the use of a steel chain, on the other hand in the large space requirement, the complexity of the couplings and the clutch control.

A similar traction mechanism is for example from the US 2004/0067804 A1 and US 2004/0066017 A1 known. In these bicycle transmissions different Zugmittelräder are mounted on the drive and output shaft, which are connected in pairs with traction means. Different transmission ratios are achieved in that a switching element is axially displaced within the output shaft by means of a cable. A connecting element on the switching element engages in the desired Zugmittelrad and generates a rotationally fixed connection between the output shaft and Zugmittelrad. However, the structure described has disadvantages, which are explained in more detail below.

• Übersetzungen an Fahrrädern sollten im Bereich von 0.7-4.0 ins Schnelle übersetzen. Betrachtet man in US 2004/0067804 A1 und US 2004/0066017 A1 die Größe der Kettenräder und ihre Zähnezahl, so ist diese Übersetzungsbandbreite im Gegensatz zur Neuheit nur schwer zu erreichen. Weiterhin sind, von der sportbiologischen Seite gesehen, nur Gangsprünge, die weniger als 15% ausmachen, durch den menschlichen Organismus gut zu bewältigen.

Die so genannte Sekundärübersetzung wird durch zwei weitere Zugmittelräder gebildet, die das Drehmoment vom Getriebe zum Hinterrad übertragen. Es ist vorteilhaft, wenn diese Zugmittelräder durch ihre Proportionen die Funktion der Tretkurbeln und der Hinterradnabe nicht beeinträchtigen. Der Aufbau gemäß US 2004/0067804 A1 und US 2004/0066017 A1 würde sehr groß und voluminös bauen, falls die Randbedingungen im Bezug auf Sekundärübersetzung, Gesamtübersetzung und Gangsprung erreicht werden sollen. Die Neuheit baut im Vergleich zu den angeführten Konstruktionen sehr viel kleiner.Both patents state in their main claim that the Zugmittelräder are installed side by side so that they form the shape of a conical enclosure. The shape of a conical envelope is formed when the diameter of the Zugmittelräder increases from small to large on the shaft. Exactly this peculiarity of US 2004/0067804 A1 and US 2004/0066017 A1 is to be seen as a disadvantage:

• Translations on bicycles should translate in the range of 0.7-4.0. Looking at in US 2004/0067804 A1 and US 2004/0066017 A1 the size of the sprockets and their number of teeth, so this translation bandwidth is difficult to achieve in contrast to the novelty. Furthermore, seen from the sport biological side, only gear shifts that less than 15% make good work of the human organism.

The so-called secondary ratio is formed by two further Zugmittelräder that transmit the torque from the transmission to the rear wheel. It is advantageous if these Zugmittelräder do not affect the function of the cranks and the rear hub by their proportions. The structure according to US 2004/0067804 A1 and US 2004/0066017 A1 would build very large and voluminous if the constraints on secondary translation, total ratio, and gear step should be met. The novelty builds much smaller compared to the mentioned constructions.

Traction drives generally have a discrete center distance, which depends solely on the pitch and the length of the traction device, and the diameter or the number of teeth of the Zugmittelräder used.

• a = Achsabstand
• p = Kettenteilung der Kette
• X = Gliederzahl der Kette
• Z₁ = Zähnezahl des kleinen Kettenrades
• Z₂ = Zähnezahl des großen Kettenrades.

This center distance can be described by the following formula: $$a=p/4\left[X-\left(z_1+{\mathrm{<figure-callout\; id="2"\; label="z"\; filenames="imgf0001.png,imgf0002.png"\; state="\{\{state\}\}">z</figure-callout>}}_2\right)/2+\sqrt{{\left[X-\left(z_1+{\mathrm{<figure-callout\; id="2"\; label="z"\; filenames="imgf0001.png,imgf0002.png"\; state="\{\{state\}\}">z</figure-callout>}}_2\right)/2\right]}^2-\mathrm{8th}{\left[\left(z_2-z_1\right)/\left(2\mathrm{<figure-callout\; id="2"\; label="\pi "\; filenames="imgf0001.png,imgf0002.png"\; state="\{\{state\}\}">\pi </figure-callout>}\right)\right]}^2}\right]$$

• a = center distance
• p = chain pitch of the chain
• X = number of links in the chain
• Z ₁ = number of teeth of the small sprocket
• Z ₂ = number of teeth of the large sprocket.

If you apply this formula US 2004/0067804 A1 and US 2004/0066017 A1 On, it is found out that not every single Zugmittelrad has the correct center distance. A construction according to US 2004/0067804 A1 and US 2004/0066017 A1 is therefore disadvantageous because some chains are curious and others are too loose. This is to be seen as a major disadvantage compared to the novelty, since incorrectly tensioned traction means have too high a wear.

This disadvantage is referred to below as "only discrete center distances possible". Also at US 4,158,316 Due to the traction means used, only discrete center distances are possible. Again, this is to be seen as a disadvantage. In addition, it should be noted that even with gear transmissions this disadvantage of discrete center distances occurs.

Another big disadvantage is at US 4,158,316 . US 2004/0067804 A1 and US 2004/066017 A1 to be found within the switching control. If a gear change is to be carried out, so first a Zugmittelrad is decoupled from the output shaft and subsequently coupled to another another Zugmittelrad to the shaft. This has the consequence that in these drives a permanent non-rotatable connection between the shaft and a gear is not guaranteed. It may enter an idle position during a gear change. For the cyclist this means a sudden "stepping into the void". This can cause injury, especially in the knee area. The novelty is designed so that no idle between individual gears can occur during the gear change. This is a big advantage.

In the past, traction mechanism with parallel traction means are repeatedly encountered, in which the Zugmittelräder coupled to an axis (see also CH 167367 . US 6,146,296 and US 5,871,412 ). However, all these designs have the disadvantage that between two coupled translations always a small time window could arise with an idle. In particular, under load is not sure that it could lead to a brief slippage during this time window. Also, such slippage leads to enormous wear on the clutches. In the long term, damage may not be ruled out. The novelty has the advantage that between two gears during the gear change always a torque transmitting component is engaged.

The document US 2004/0066017 A1 is regarded as the closest prior art and discloses the features of the preamble of claim 1.

In summary, many prior art transmissions have problems in terms of weight, manufacturing cost, load shiftability, idle, and switchability.

Task:

Starting from this problem, the multiple transmission described above are to be improved.

• e) mindestens ein Bauteil innerhalb des Kupplungsmittels die Eigenschaften eines Permanentmagneten mit einem magnetischen Nord- und Südpol besitzt,
  und
• f) der Zustand der Kupplungsmittel sich durch die Veränderung eines zusätzlichen Magnetfelds innerhalb oder in der unmittelbaren Nähe der Kupplungsmittel verändert, und
• g) während mindestens eines Schaltvorganges sich der Zustand von mindestens zwei Kupplungsmitteln gleichzeitig ändert, und
• h) mindestens ein Kupplungsmittel nur Drehmomente in eine Drehrichtung übertragen kann.

The present invention provides a traction mechanism according to the claims. In a preferred embodiment, a generic multiple transmission is arranged so that:

• e) at least one component within the coupling means has the properties of a permanent magnet with a magnetic north and south pole,
  and
• f) the state of the coupling means changes by the variation of an additional magnetic field within or in the immediate vicinity of the coupling means, and
• g) during at least one switching operation, the state of at least two coupling agents changes simultaneously, and
• h) at least one coupling agent can only transmit torques in one direction of rotation.

Characterized in that at least one component within the coupling means has the properties of a permanent magnet with a magnetic north and south pole and the state of the coupling means by changing an additional magnetic field within or in the immediate vicinity of the coupling means changes and that during at least one switching operation of the Condition of at least two coupling means changes simultaneously and that at least one coupling means can only transmit torques in one direction of rotation, it is impossible that accidentally by a switching error in a Neutral position of the transmission is switched, which may cause damage to the transmission and possibly injury in a cyclist. Since only magnetic fields are changed for a gear change, switching changes under load and in the state are possible.

If at least one component assumes a position at a distance relative to a toothing of a coupling means, after two identically poled magnetic fields have moved toward one another, it is possible to ensure that the switching forces are reduced in comparison to the prior art.

Since the positive coupling means is formed by freewheel teeth, which can engage in a toothing, the overall structure can be kept very simple.

A very space-saving design results when the teeth are designed as internal teeth within the coupling means.

Preferably, the freewheel teeth are arranged symmetrically to the toothing within the coupling means in order to transmit the forces uniformly.

If the freewheel teeth are tiltably mounted on steel shafts within the shaft on which the coupling means is located, then the torque is passed on in an advantageous manner.

Low manufacturing costs are achieved, inter alia, if at least one coupling means of a permanent magnet and a steel component are joined together. The same advantage arises when the permanent magnets, which are axially displaced, are inserted into a spool component for this purpose.

An advantageous control of the transmission is implemented when the change of the magnetic field is achieved by axial displacement of permanent magnets along the axis of rotation of the shaft on which the coupling means is located.

Superfluous weight is avoided when the axial displacement of permanent magnets within a hollow output shaft is completed.

Even gearbox without space-related access to the interior of the waves can be constructed according to the novelty, when the axial displacement of the permanent magnet outside the input shaft is completed.

Low manufacturing costs are achieved, inter alia, by inserting the permanent magnets, which are axially displaced, into a spool component for this purpose.

Preferably, the permanent magnets are inserted in different polarity in the spool component, so that the production costs can be kept low by the use of many equal parts.

This results in an advantageously simple switching control, if there is a storage within the Steuerschierbebauteils to transmit the switching signal from a rotating to a stationary component.

A very inexpensive solution for the axial movement of the spool component is achieved when the spool component is in communication with a traction means.

Preferably, the spool component assumes detent points within its axial movement relative to the shaft to reproducibly alter the magnetic field within or in the immediate vicinity of the coupling means. As a result, the switching precision is improved.

Freedom from external vibrations is achieved when a tilted position of the freewheel tooth on the steel axle is held by a permanent magnet.
The incorporation of this permanent magnet is particularly simple when the permanent magnet is inserted in the shaft on which the coupling means is located.

The necessary switching forces are kept low if the positive non-rotatable connection between the shaft and the gear can be canceled with the help of the energy that was stored in the magnetic field prior to decoupling.

A fully electronic control of the state of the coupling means can be achieved when the change of an additional magnetic field within or in the immediate vicinity of the coupling means is accomplished by electromagnets. This may be advantageous in some applications of the transmission.

The gearbox is protected against external contamination if the frame of the gearbox is designed as a closed housing.

The dead weight is greatly reduced when the gear ratios located between the input shaft and the output shaft are designed as traction drives with toothed belts as traction means and with toothed belt pulleys as gears.

Particularly high powers and torques can be transmitted if the traction means are reinforced by aramid, kevlar or carbon fiber materials.

A particularly low wear on the traction means is obtained when the fiber materials of the toothed belt are coated with polyurethane.

Low friction is obtained when the traction means is pressed during load-free rotation on the toothed belt wheels by at least one component in a kidney-like shape and that under load of this component, the traction means does not touch. In addition, it is optimal if the kidney-like shape of the traction means during load-free rotation by a convex curvature of the load strand and by a concave curvature of the empty strand is formed.

The skipping of the toothed belt on the toothed belt pulleys can be achieved in an advantageous manner, if the kidney-like shape of the traction means is formed under load by a straight shape of the load strand and by an increased concave curvature of the empty strand.

In addition, you can reduce the friction of the timing belt when the traction means change their belt tension during the switching process.

More safety against skipping of the toothed belt on the toothed belt pulleys is achieved when the traction means change their wrap angle on the toothed belt wheel during the switching operation.

The friction can additionally be reduced if at least one component which presses the traction means into a kidney-shaped form is designed as a roller.

If additional guides are arranged contactlessly in the immediate vicinity of the toothed belt, which are shaped similar to the outer contour of the toothed belt on the Leetrumseite, so more security against skipping the belt on the pulleys at load surges and disturbances is achieved from the outside, without the friction in addition to increase.

On the patent application DE 10 2007 013 443.8 is incorporated by reference.

Embodiment:

Figur 1

ein Motorrad in Seitenansicht und mit dem im Rahmen integrierten Zugmittelgetriebe

Figur 2

ein Kraftwagen in Seitenansicht und mit dem im Rahmen integrierten Zugmittelgetriebe

Figur 3

ein Fahrrad in Seitenansicht und mit dem im Rahmen integrierten Zugmittelgetriebe

Figur 4a

das Zugmittelgetriebe in Explosionsansicht

Figur 4b

das Zugmittelgetriebe in perspektivischer Darstellung

Figur 5a

das Zugmittelgetriebe ohne Schaltansteuerung, Gehäuse, Zugmittel und Zugmittelscheiben

Figur 5b

das Zugmittelgetriebe ohne Schaltansteuerung, Gehäuse, Zugmittel und Zugmittelscheiben in Explosionsansicht

Figur 6a

Aufbau der Abtriebswellenbaugruppe in Explosionsansicht

Figur 6b

Aufbau der Abtriebswellenbaugruppe in perspektivischer Ansicht

Figur 7a

Aufbau der Zugmittelscheiben auf Antriebswelle und Abtriebswelle in Explosionsansicht

Figur 7b

Aufbau der Zugmittelscheiben auf Antriebswelle und Abtriebswelle in perspektivischer Darstellung

Figur 8a

Zugmittelbaugruppe in Explosionsansicht

Figur 8b

Zugmittelbaugruppe in perspektivischer Darstellung

Figur 9a

Schaltung in Explosionsansicht

Figur 9b

Schaltung in perspektivischer Darstellung

Figur 10a

Schaltvorgang im Inneren der Abtriebswelle - 1. Position

Figur 10b

Schaltvorgang im Inneren der Abtriebswelle - 2. Position

Figur 10c

Schaltvorgang im Inneren der Abtriebswelle - 3. Position

Figur 11a

Stellung der Freilaufzähne - ausgekuppelt

Figur 11b

Stellung der Freilaufzähne - eingekuppelt

Figur 11c

Stellung der Freilaufzähne - Ausgangsstellung

Figur 12a

eine Ansicht des Getriebes unter Last

Figur 12b

eine Ansicht des Getriebes lastfrei

With the help of a drawing, embodiments of the invention will be explained in more detail below. It shows:

FIG. 1

a motorcycle in side view and with the integrated in the frame traction mechanism

FIG. 2

a motor vehicle in side view and with the integrated in the frame traction mechanism

FIG. 3

a bicycle in side view and with the integrated in the frame traction mechanism

FIG. 4a

the traction mechanism in exploded view

FIG. 4b

the traction mechanism in perspective view

FIG. 5a

the traction mechanism without switching control, housing, traction means and Zugmittelscheiben

FIG. 5b

the traction mechanism without switching control, housing, traction means and Zugmittelscheiben in exploded view

FIG. 6a

Structure of the output shaft assembly in exploded view

FIG. 6b

Structure of the output shaft assembly in perspective view

Figure 7a

Structure of traction pulleys on drive shaft and output shaft in exploded view

FIG. 7b

Structure of Zugmittelscheiben on drive shaft and output shaft in perspective view

FIG. 8a

Zugmittelbaugruppe in exploded view

FIG. 8b

Zugmittelbaugruppe in perspective view

FIG. 9a

Circuit in exploded view

FIG. 9b

Circuit in perspective view

FIG. 10a

Switching operation inside the output shaft - 1st position

FIG. 10b

Switching operation inside the output shaft - 2nd position

FIG. 10c

Switching operation inside the output shaft - 3rd position

FIG. 11a

Position of the freewheel teeth - disengaged

FIG. 11b

Position of the freewheel teeth - engaged

FIG. 11c

Position of the freewheel teeth - starting position

FIG. 12a

a view of the gearbox under load

FIG. 12b

a view of the transmission load-free

The embodiment described below used as gear stages example traction mechanism. However, the mechanisms described can also be used for gear transmission.

FIG. 1 shows a motorcycle with the novel gear in side view. It recognizes the internal combustion engine 44 installed in the classic position below the tank 45 and enclosed by a tubular frame 46. On the tube frame 46, the rocker 2 is mounted. At the end of the rocker 2 is the rear wheel 12. All the usual parts of a motorcycle can be seen in the sketch, which will not be discussed in more detail below. The novel transmission within the transmission housing 43 is located behind the crankshaft in the direction of travel. The input shaft 7 is connected via a primary drive, not shown, with the crankshaft lying parallel. The output shaft 8 has a not shown output pinion 4, which transmits the torque via the chain 11 to the rear wheel 12.

FIG. 2 shows the implementation of the invention within a motor vehicle. The drive components are shown schematically. In the view from above is a classic engine 44 installed transversely to the direction of travel. The novel transmission within the transmission housing 43 is connected to the input shaft 7 directly to the crankshaft. The output shaft 8 passes the torque in a differential gear 47. From this, both front wheels 48 are driven. Also ancillaries 49 such as alternator, hydraulic pump for power steering, cooling fans and the like can be operated via the new traction mechanism. All These applications have been difficult to implement in the past as a switchable traction mechanism, since suitable traction means were not available. The introduction of novel traction means, in particular the introduction of novel timing belts, it is now possible to produce transmissions with a power to weight, which are equal to and even superior to the classical steel built spur gear or planetary gear. A detailed technical embodiment is shown below with reference to a bicycle.

FIG. 3 shows a bicycle in side view, in the frame 1, the novel traction mechanism is disposed within the gear housing 43 with the pedal cranks 5. At a joint, the rear swingarm 2 and a damper element 3 is attached to the frame or on the gear housing. The input shaft 7 and the output shaft 8 are led out of the gear housing 43. The input shaft 7 is connected to the pedal cranks 5. Outside the housing part 43, an output pinion 4 is fixed on the output shaft 8, with the rear wheel 12 is driven via the chain 11. The housing part 43 is here attached by way of example between the seat tube 10 and the down tube 9. The rear wheel 12 is mounted in the dropout of the rocker 2 in the usual manner.

In the following, an exemplary embodiment of the novel traction mechanism with the aid of FIG. 4 to FIG. 12 described in more detail.
The novel traction mechanism 18 is housed in a multi-part housing 43, which, as FIGS. 4a and 4b shows, consists of a right and a left housing cover 13 and 14 and a middle part 15 of the housing. In the housing covers 13 and 14 swing arm bearings 20 and 19 are arranged, which represent the connection to the rear swing arm 2 (not visible). The output pinion assembly 6 is rotatably mounted thereon. Outside the output pinion assembly 6 are the two switching actuators 16 and 17. In the housing parts 13 and 14 and coaxial with the input shaft 7, the bottom bracket eccentrics 21 and 22 are mounted. Left and right of the Tretlegerexzenter 21 and 22 are the cranks 5, which are secured against rotation with a hexagonal receptacle with the traction mechanism 18 and thus can transmit the torque.

FIG. 5 shows the housing mounting of the novel traction mechanism in detail. On the input shaft 7 ball bearings 26 is arranged, which in turn are arranged in the bottom bracket eccentric housing 50 and 51. Within the eccentric housing 50 and 51 are the contact pressure rings 27 and 28, which serve as spacers of the ball bearing 26. In addition, located on the left side of a locking ring 37, which secures the ball bearings against lateral slipping. On both sides of seals 40 and seal rings 39 are mounted on the bottom bracket nuts 36, which protect the traction mechanism 18 from environmental influences. The eccentric housing 50, 51 is fastened with five screws 29 to the housing covers 13 and 14 (not visible). Due to the rotatable mounting of the bottom bracket eccentric 21 and 22, the center distance of input shaft 7 to output shaft 8 can be varied. On both sides of the drive cranks 5 are fixed by a hexagonal socket on the shaft and also fixed by long nuts 35 and a pull rod 24 located in the shaft.
The output shaft 8 is located within the novel traction mechanism 18 and is supported on both sides by deep groove ball bearings 25 and a bearing pressure ring 55 within the swing arm bearing housings 52 and 53. Five screws 38 attach the two swing bearing receptacles 19 and 20 to the Gehäusedeckein 13, 14 not shown.
Protection against external environmental influences, such as dirt and water, is achieved by a seal 40 and a seal race 39, which are also located in the swing bearing housings 52 and 53. Within the output shaft 8, the three are in FIG. 5a only partially visible multi-toothed axes 23, which continue the torque on the pinion flange 31 on the output gear 4. The connection of output pinion 4 to pinion flange 31 via three screws 30. In order that the output shaft 8 is axially fixed in the housing 43, secured a cap 54 on the left Side the deep groove ball bearing 25 and the bearing pressure ring 41 to the swing bearing receiving housings 52 and 53 by means of three nuts 32 which are screwed onto the aforementioned multi-tooth axes 23.

In Figure 6a and Figure 6b the construction of the traction pulleys 60 and 61 on the drive shaft 7 and output shaft 8 is shown. The bottom bracket 7 is rotatably connected by the spline shaft with the drive pulley 60 and thus secured against radial displacement. The flanged wheels 59 serve as spacers and secure the axial position of the drive pulley pulleys 60 relative to the traction means 66 during operation. The output traction pulleys 61 are mounted congruently with the drive traction pulleys 60 on the output shaft 8. The traction mechanism assemblies 56 enclose the respectively associated traction pulleys 60 and 61.
The pulleys 60 and 61 are chosen in size and arrangement so that a uniform gradation of the individual gears is possible. On the bottom bracket 7 are respectively the drive pulley 60 in the following order and number of teeth 34, 31, 41, 38, 40, 45 and 49. The output pulleys 61 are in the following order and number of teeth: 34, 27, 31, 25, 23 and 22 attached. These numbers of teeth are chosen only as an example to explain the construction and can also be chosen differently. Depending on which output pulley is coupled to the output shaft through a mechanism to be described, one obtains a different ratio between the drive shaft and output shaft. In an advantageous embodiment, the traction means are designed as fiber-reinforced toothed belts.

The structure of the output shaft assembly 65 is shown in FIG Figure 7a and Figure 7b shown. On the three multi-tooth axes 23 61 freewheel teeth 58 are each mounted between the Abtriebszugmittelscheiben. The movement of the freewheel teeth 58 on the multi-tooth axis 23 is controlled by the switching part 87, which is not visible in this figure. In the output shaft 8 axial wedges 96th set to axially secure the inner races of deep groove ball bearings 62 and to keep at a distance at certain positions of the shaft. Between the inner rings of the ball bearings, the output shaft has 8 recesses in which the freewheel teeth 58 can perform tilting movements. By this tilting movement, a positive connection between the freewheel teeth and an internal toothing of freewheel bodies 63 can be produced. This freewheel body 63 are connected to the outer rings of the ball bearings 62 and rotatably mounted on the shaft in this way. The freewheel body 63 itself are in turn rotationally fixed and connected to the Abtriebszugmittelscheiben 61. In this way, the torque of the drive shaft 7 is selectively forwarded via the different traction means 66 to the output shaft 8.

The detailed view of the traction mechanism assembly 56 is shown in FIG FIG. 8a and FIG. 8b to see. The Zugmittelführung 68 presses, for example with the aid of Andrücklagern 69, the traction means 66 in the direction of Zugmittelscheiben 60 and 61. Washers 69 secure the distance to the attachment 68 and screws 67 fix the Andrücklager 69 to the Zugmittelführung 68. In an advantageous embodiment, the traction means in their construction designed so that only one Andrücklager is necessary to push the traction device in the kidney-shaped contour.

In Figure 9a and Figure 9b the structure of the switching control 16, 17 is explained in more detail. Two tension housing 86, which are bolted to the outside of the transmission housing 43 and closed by the Zugdeckel 80 are connected by a cable 76 in conjunction. The switching member 87 is centrally connected to the cable 76 axially and, to ensure rotation of the switching part, mounted with two radial ball bearings 89. The cable 76 is guided on both sides of the tension coils 72 via the deflection rollers 90 mounted on pins 78 within the output shaft 8, not shown. The tension coils 72 are stored within the two Zuggehäuse 86. Two more cables 77 and 76 are also inserted into the Zuggehäuse 86 and are used to control the circuit from the handlebar. Both cables 76 and 77 extend in two parallel grooves on the circumference of the tension coil 72 and are secured by a clamping screw 88 or by a cylindrical end body. By rotation of the tension coils in this way the trains up or unwound and it comes here to an axial movement of the switching member 87 within the output shaft 8, not shown. Thus, the switching member 87 within the output shaft. 8 can only assume specific and reproducible positions, are located on the peripheral surface of the tension coils 72 locking recesses for the locking lever 73. The leg fields 74 press the radial ball bearing 75 on the locking lever 73 against the undulating surface of the tension coil 72. Through the troughs on the tension coil 72 can the same take a rest position only at certain angular positions. The leg fields 74 are located on a slide bearing 83 on a pin 81. A washer 84 secures the distance of the radial ball bearing 75 to the Zugdeckel 80, which is fastened with screws 82 on the Zuggehäuse 86. Illustratively, it should be noted that the radial ball bearing 70 inside the tension coil 72 allows the rotation of the coil and a locking ring 71 secures these bearings against displacement. Since the cable 76 must also be guided by the output pinion assembly 6, not shown, a hollow special screw 34 is necessary, which is located within the sealing ring 85 and is secured by a nut 33. As a result of this overall design, the user can thus use the cables 77 to move the shifting part 87 axially within the output shaft 8, not shown, to seven reproducible positions. If one observes the fact that in each case five magnets 79 are located on the switching part 87 on three sides, then the user can adjust seven reproducible magnetic fields within the output shaft 8. The switching part 87 including the magnets 79 thereon is also referred to below as a control slide 100.

Within FIG. 7b the section plane A is shown. FIG. 10a represents a section through the output shaft in this plane A between two traction pulleys 61. Per toothed belt pulley 61 is a freewheel body 63rd mounted with internal toothing. It can be seen three freewheel teeth 58 arranged symmetrically within the freewheel body 63 and mounted on the multi-tooth axes 23 tilted. The freewheel teeth 58 are in this FIG. 10a shown in a non-engaged state. The contact surface B of the freewheeling tooth 58 is "decoupled" at a certain distance from the internal teeth of the freewheel body 63. The cut output shaft 8 carries at the abutment surfaces between the output shaft 8 and freewheeling gear 58 small holding magnets 92, which ensure that the freewheel teeth even in case of disturbances from the outside (vibrations, etc.) constantly remain a decoupled state. The prerequisite here is, of course, that the freewheel tooth 51 is made of a magnetic material. The switching part 87 can be seen in the middle of the figure and shown without cable 76. Also symmetrical to the center are located within the switching member 87, the rectangular magnets 79. Their magnetic field pushes in this configuration, the three freewheel toothed magnet 91 to the outside. Since the freewheel tooth magnets 91 are firmly embedded in the freewheel teeth 58, the tilting movement of the three freewheel teeth 58 is driven in this way. The multi-tooth axes are preferably made of steel and transmit the torque directly to the output pinion assembly 6. As a result, excessive material stresses are kept out of the output shaft. The two-sided negative polarity of the freewheeling toothed magnets 91 and the magnets 79 is within the FIG. 10a represented by a minus sign. This condition off FIG. 10a can be described as "magnetically decoupled".

FIG. 10b also shows a section through the output shaft in the plane A between two traction pulleys 61. It can be seen here, the three freewheel teeth 58 arranged symmetrically within the freewheel body 63 and mounted on the multi-tooth axes 23 tilted. The freewheel teeth 58 are in this FIG. 10b but shown in a coupled state. The contact surface B of the freewheel tooth 58 is "coupled" in positive connection with the internal toothing of the freewheel body 63. The arranged within the output shaft 8 holding magnets 92 touch the Freewheel teeth in this position not. The switching part 87 can be seen in the middle of the figure and shown without cable 76. Also symmetrical to the center are located within the switching member 87, the rectangular magnets 79. Their magnetic field pulls in this configuration, the three freewheel magnet 91 inward. Since the idler magnets 91 are firmly embedded in the freewheel teeth 58, the tilting movement of the three freewheel teeth 58 is driven in this way. The internal toothing of the freewheel body 63 is designed so that the freewheel teeth can transmit only a torque, if the pulley 61 rotates clockwise. In a counterclockwise rotation, the structure works as a freewheel. The fact that the magnets attract each other is in FIG. 10b represented by a plus and a minus sign. This condition off FIG. 10b can thus be described as "magnetically coupled".

FIG. 10c also shows a section through the output shaft in the plane A between two traction pulleys 61. It can be seen here, the three freewheel teeth 58 arranged symmetrically within the freewheel body 63 and mounted on the multi-tooth axes 23 tilted. The freewheel teeth 58 are in this FIG. 10c however, just like in FIG. 10a , shown in a disengaged state. The contact surface B of the freewheel tooth 58 is "decoupled" at a distance from the internal toothing of the freewheel body 63. The arranged within the output shaft 8 holding magnets 92 touch the steel made and thus magnetic freewheel teeth 58 and hold them firmly in position. The switching part is not below the freewheel teeth 58, but axially displaced within another pulley. This condition off FIG. 10c It can therefore be described as "freely decoupled." It should be explained in an illustrative manner that these coupling means can in principle be arranged on each shaft of a gearbox, by way of example the coupling means being illustrated on the output shaft.

The switching process in detail is exemplary in FIGS. 11a, 11 Bund 11 c shown. FIG. 11a provides the output shaft 8 with the 7 clutch means cut longitudinally without the freewheel body 63 and without the pulley 61. The already in FIG. 9 described switching control is limited to the representation of the switching part 87, in which the magnets 79 are inserted. The polarity of the magnets is represented by a plus and a minus sign. Also recognizable are two of three multi-tooth axes 23, which are often referred to below as steel axes. On these multi-tooth axes 23, the freewheel teeth 58 can perform tilting movements. Generally speaking, here at least one component is mounted rotatably or displaceably within a toothing.
The middle magnet 97 is located with its positive side to the freewheel tooth fixed inserted into the switching part 87. The switching part 87 is located in the illustration exactly centered under the engaged freewheel tooth 93. The freewheel magnet 91 is directed with its negative pole to the switching part 97 and is thus tightened. Due to the rocker shape of the freewheel teeth thereby the contact surface B from the illustration in FIG. 10a pressed into the internal teeth of the freewheel body, not shown. In this way, a rotationally fixed connection is made between the input shaft and the output shaft by this positive coupling means. Or generally speaking, at least one component in a toothing can assume a positive-locking position within the coupling means. At both outer edges of the switching member 87 magnets 98 are also inserted, which are aligned with its negative side in the direction of the freewheel teeth 93. By this orientation, the freewheeling tooth magnet 91 is repelled with its negative pole from the switching part 97 and actively decoupled in this way. Directly adjacent to the negatively poled magnets 98 are the so-called overlap magnets 99, which are aligned with their positive side to the freewheel tooth fixed inserted into the switching part 87. The overlap magnets 99 have in this FIG. 11a no influence on the freewheel teeth 58, 93 and 94. In this FIG. 11 a is thus the second gear from the left inserted. In addition, it should be noted that the switching part in this FIG. 11a located at a detent point and therefore the second gear is in a locked state.

FIG. 11b shows the shift from this gear two into gear three. Considering the third freewheel tooth 94 from the left side, the engagement process of gear three is synonymous with the tilting movement of this freewheel tooth 94. It can also be seen in the FIG. 11b the switching member 87 during its movement to the right. As soon as the switching part 87 has already traveled a certain distance, the overlapping magnets 99 already bring about the engagement process of the freewheel tooth 94. In this situation, however, the freewheel tooth 93 is still in engagement. Since due to the different ratios within the individual gear stages not both freewheel teeth can transmit forces, working at this moment one of the two freewheel teeth 93 and 94 in its freewheeling function us imperceptibly jumps in the internal teeth over the user. However, at this point it is important to emphasize that the transmission is therefore unable to assume an idle position. In addition, it should be noted that the switching part in this FIG. 11b not located at a resting point and by the in FIG. 9 The mechanism described is forced into the FIG. 11 c position to take.

FIG. 11c shows the completed shift from gear two into gear three. Considering the second freewheel tooth 93 from the left side, it has been pushed out of the negative pole magnet on the switching part of the positive connection of the freewheel body. Generally speaking, within the coupling means, at least one component can assume a position at a distance relative to a toothing. One recognizes likewise in the FIG. 11c the switching member 87 again exactly centered in its locking position under the third freewheel tooth 94. The switching process is thus completed. Hereby is an example of this 7-speed multiple transmission shown that the novelty switchability under load and a switchability in the state can be achieved. It also becomes clear that the inadvertent insertion of an idling is also impossible. The FIG. 11 thus shows by way of example that the Novelty advantageous additionally characterized in that at least one component occupies a position at a distance relative to a toothing, after two equally polarized magnetic fields have moved toward each other.

FIG. 12 shows a gear ratio with a traction means 66 and a pulley 60 for the drive and a pulley 61 for the output. Preferably, the traction means 66 is formed as a toothed belt and the traction pulleys 60 and 61 as a toothed belt pulleys. However, this fact is not shown in the figure. The FIG. 12a shows the gear ratio in the loaded state.
It can be seen that the pressure bearings 9 do not touch the traction means in this load state. This prevents a skipping of the toothed belt on the toothed belt pulleys, because an increase in the load leads to an increase in the wrap angle and also to an increased concave curvature of the empty strand. Without load, however, tries the timing belt, as in FIG. 12b represented by its residual stress in the load and the return strand to form a convex shape. However, this is prevented on the empty strand side by the Andrücklager.
Generally speaking, the traction means is thus pressed into a kidney-like shape during load-free rotation by at least one component. On the load side the belt reaches in the FIG. 12b clearly visible its convex shape.
The skipping of the toothed belt on the pulleys is thus advantageously prevented by the kidney-like shape of the traction means is formed under load by a straight shape of the load strand and by an increased concave curvature of the empty strand. If load impacts and external disturbances act on the gear, this can lead to a lifting of the toothed belt from the toothed belt wheels. In FIGS. 12a and 12b areas are hatched shaded, which form additional guides contactless in the immediate vicinity of the toothed belt on the empty strand side and are shaped similar to the outer contour of the toothed belt. These guides prevent the complete emergence of the timing belt from the Toothed belt pulleys and thus prevent damage to the belt by squeezing between the pressure roller and pulley.

LIST OF REFERENCE NUMBERS

1

main frame

2

swingarm

3

damper element

4

output pinion

5

cranks

6

Output pinion assembly

7

Drive shaft / input shaft

8th

Output shaft / output shaft

9

down tube

10

seat tube

11

Chain

12

rear wheel

13

Housing cover right

14

Housing cover left

15

Housing part center

16

Switching control on the right

17

Switching control on the left

18

traction drives

19

Swingarm mount left

20

Swingarm mount right

21

Bottom bracket eccentric right

22

Bottom bracket eccentric left

23

More tooth axles

24

pull bar

25

Deep groove ball bearings

26

Deep groove ball bearings

27

Pressing ring on the right

28

Pressing ring on the left

29

screw

30

screw

31

pinion flange

32

mother

33

Mother (circuit)

34

Special screw (circuit)

35

long mother

36

Tretlagermutter

37

circlip

38

screw

39

Seal race

40

poetry

41

Bearing thrust ring

42

Deep groove ball bearings

43

Tension means / gear housing part

44

internal combustion engine

45

tank

46

tubular frame

47

differential gear

48

front

49

ancillaries

50

Bottom bracket eccentric housing right

51

Bottom bracket eccentric housing left

52

Swingarm bearing housing right

53

Swingarm bearing housing left

54

end cap

55

Bearing thrust ring

56

Zugmittelbaugruppe

57

screw

58

Freewheel

59

flanged wheel

60

Pulley (drive)

61

Pulley (downforce)

62

Deep groove ball bearings

63

Freewheel body

64

Output shaft assembly

65

Drive shaft assembly

66

traction means

67

screw

68

transmission means

69

pressing bearing

70

Radial ball bearings

71

circlip

72

pull coil

73

locking lever

74

Leg spring

75

Radial ball bearing (small)

76

Cable (gearbox)

77

Cable (shift lever)

78

pen

79

Magnet (switching part)

80

Zugführungsdeckel

81

pen

82

screw

83

bearings

84

washer

85

sealing ring

86

cable housing

87

switching part

88

clamping screw

89

Radial ball bearings

90

idler pulley

91

Freewheel magnet

92

holding magnet

93

Freewheel

94

Freewheel

95

magnet

96

Axialkeil

97

Magnet with positive pole

98

Magnet with negative pole

99

overlap magnet

100

spool

Claims (34)

1. Traction mechanism (18) for vehicles or for use in drive technology having an input shaft (7) and an output shaft (8) mounted on a frame, wherein the input shaft (7) and the output shaft (8) are made to extend out of the frame, comprising:

   a transmission which has gearwheels and is embodied as a traction mechanism is located between the input shaft (7) and the output shaft (8),

   all the gearwheels rotate continuously during operation,

   the transmission, which is located between the input shaft (7) and the output shaft (8), is embodied as a traction mechanism with a toothed belt as the traction means (66) and with toothed-belt wheels (60, 61) as gearwheels,

   characterized in that

   during load-free rotation on the toothed-belt wheels (60, 61) the toothed belt is pressed into a kidney-like shape by at least one component (68), and in that under the load effect this at least one component (66) is not in contact with the toothed belt (66), and

   the kidney-like shape of the toothed belt (66) is formed during load-free rotation by convex curvature of a tight-side span and by concave curvature of a slack-side span, and

   the kidney-like shape of the toothed belt (66) is formed under load by a straight shape of the tight-side span and by amplified concave curvature of the slack-side span.
2. Mechanism according to Claim 1, wherein
   the toothed belts (66) are reinforced by aramide, Kevlar, carbon fibre or other fibrous materials.
3. Mechanism according to Claim 1 or 2, wherein the toothed-belt wheels (60, 61) are located mounted rotatably on the input shaft (7) or the output shaft (8), wherein the toothed-belt wheels (60, 61) can be connected in a rotationally fixed fashion to the output shaft or the input shaft (7, 8) by means of a coupling mechanism.
4. Mechanism according to Claim 3, wherein at least one component is mounted inside the coupling mechanism so as to be rotatable or displaceable in relation to a toothing arrangement.
5. Mechanism according to Claim 3, wherein at least one component can assume a positively locking position in a toothing arrangement inside the coupling mechanism.
6. Mechanism according to Claim 3, wherein at least one component can assume a position at a distance in relation to a toothing arrangement inside the coupling mechanism.
7. Mechanism according to Claim 3, wherein at least one component inside the coupling mechanism has the properties of a permanent magnet (79) with a magnetic North pole and South pole.
8. Mechanism according to Claim 3, wherein a state of the coupling mechanism changes as a result of a change in an additional magnetic field inside or in the direct vicinity of the coupling mechanism.
9. Mechanism according to Claim 2 or 3, wherein during at least one shifting process a state of at least two coupling mechanisms changes simultaneously.
10. Mechanism according to Claim 3, wherein at least one coupling mechanism can only transmit torques in one rotational direction.
11. Mechanism according to Claim 4, wherein at least one component assumes a position at a distance in relation to a toothing arrangement after two magnetic fields with the same polarity have moved towards one another.
12. Mechanism according to Claim 4, wherein a positively locking coupling mechanism is formed by free-wheeling teeth (58) which can engage in a toothing arrangement.
13. Mechanism according to Claim 12, wherein the toothing arrangement is embodied as an internal toothing arrangement.
14. Mechanism according to Claim 12, wherein the free-wheeling teeth (58) are arranged symmetrically with respect to the toothing arrangement.
15. Mechanism according to Claim 12, wherein the free-wheeling teeth (58) are mounted in a tiltable fashion on steel axles (23) inside the output shaft (8) on which the coupling mechanism is located.
16. Mechanism according to Claim 4, wherein at least one coupling mechanism is assembled from a permanent magnet and a steel component.
17. Mechanism according to Claim 8, wherein a change in the additional magnetic field is brought about by axial displacement of permanent magnets along the rotational axis of a shaft on which the coupling mechanism is located.
18. Mechanism according to Claim 17, wherein axial displacement of permanent magnets is carried out inside the output shaft which is hollow.
19. Mechanism according to Claim 17, wherein the axial displacement of permanent magnets is carried out outside the input shaft (7).
20. Mechanism according to Claim 17, wherein the permanent magnets (79) which are displaced axially are inserted into a control slide component (100).
21. Mechanism according to Claim 20, wherein the permanent magnets (79) are inserted into the control slide component (100) with different polarity.
22. Mechanism according to Claim 20, wherein a bearing (89) is located inside the control slide component (100).
23. Mechanism according to Claim 20, wherein the control slide component (100) is connected to a toothed belt for the axial movement.
24. Mechanism according to Claim 20, wherein the control slide component (100) assumes latched points inside its axial movement with respect to the output shaft or the input shaft (7, 8).
25. Mechanism according to Claim 15, wherein a titled position of the free-wheeling tooth (58) on the steel axles (23) is held by a permanent magnet.
26. Mechanism according to Claim 25, wherein the permanent magnet is inserted into a shaft on which the coupling mechanism is located.
27. Mechanism according to Claim 3, wherein the positively locking rotationally fixed connection between the input shaft or the output shaft and the toothed-belt wheel can be eliminated using energy which was stored before the decoupling in a magnetic field.
28. Mechanism according to Claim 8, wherein the change in the additional magnetic field is carried out inside or in the direct vicinity of the coupling mechanism by means of electromagnets.
29. Mechanism according to Claim 1 or 2, wherein the frame of the transmissions are embodied as a closed housing (43).
30. Mechanism according to Claim 2, wherein the fibrous materials are encased with polyurethane.
31. Mechanism according to Claim 1 or 2, wherein the toothed belts change their belt tension during the shifting process.
32. Mechanism according to Claim 1 or 2, wherein the toothed belts change their wrap-around angle on the toothed-belt wheel during the shifting process.
33. Mechanism according to Claim 1 or 2, wherein the at least one component which presses the toothed belts into a kidney-like shape is embodied as a roller.
34. Mechanism according to Claim 1 or 2, wherein additional guides are located on the slack-side span without contact in the direct vicinity of the toothed belts (66) and are shaped similarly to the outer contour of the toothed belt.

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